I had a major failure on my poor old perkins lump, the sump was badly dented and I thought I had checked it thoroughly to check the strainer for damage and the sump for leaks. Of course what I didn't do was depth check. Had I have done that I would have found a couple of mm for the oil to enter the strainer through.
So out with the old and in with the new so I say! Here are a few pics:
Before, an unsuspecting Countryman with a perkins diesel
On the ramp in Rugby
Empty bay
The L series awaits...
Pic of the engine in the bay:
Attempted pic of the engine mount: (I will try to get a better pic when I take it off to paint it) Note the decorative corrosion being pushed out from the exp tank!
What the pics don't show is the classic T16 cut out of the cross member, a very tricky downpipe being fabricated, a few high pressure hoses being bought to size and fittings, err, me hitting my head on a Fu**ing switchbox several times.
Now I can't really say it has been a great few weeks. Thanks to a couple of friends from over on the Triple M site The engine has as already stated had a new cambelt with tensioners, a headgasket with the head having a reface - very light skim. So I am still tentative with it.
I have fitted an oil and boost gauge (yes I have set them straight now!) So hopefully I can keep a better eye on problems arising in future. Also the oil pressure switch wire was classically unconnected due to the rubbing on the driveshafts which didn't help!
That being said I have had a week of driving and I am beginning to trust it. Plates still need to be made up to drop the ARB as it is rubbing on the downpipe, a front wheel bearing is adding to that same cacophony also!
For drivability it is way ahead of the old prima though. The smaller turbo makes the boost never too far away for motorway driving it is very good. I plan to intercool it and then to tweak the pump to around the 130bhp mark and then leave it - although maybe a boost valve could appear also so I can outrun a few modern diesels!
The car is currently boosting at 12psi and has had the slightest max fuel screw tweak as it was running a bit lean.
So out with the old and in with the new so I say! Here are a few pics:
Before, an unsuspecting Countryman with a perkins diesel
On the ramp in Rugby
Empty bay
The L series awaits...
Pic of the engine in the bay:
Attempted pic of the engine mount: (I will try to get a better pic when I take it off to paint it) Note the decorative corrosion being pushed out from the exp tank!
What the pics don't show is the classic T16 cut out of the cross member, a very tricky downpipe being fabricated, a few high pressure hoses being bought to size and fittings, err, me hitting my head on a Fu**ing switchbox several times.
Now I can't really say it has been a great few weeks. Thanks to a couple of friends from over on the Triple M site The engine has as already stated had a new cambelt with tensioners, a headgasket with the head having a reface - very light skim. So I am still tentative with it.
I have fitted an oil and boost gauge (yes I have set them straight now!) So hopefully I can keep a better eye on problems arising in future. Also the oil pressure switch wire was classically unconnected due to the rubbing on the driveshafts which didn't help!
That being said I have had a week of driving and I am beginning to trust it. Plates still need to be made up to drop the ARB as it is rubbing on the downpipe, a front wheel bearing is adding to that same cacophony also!
For drivability it is way ahead of the old prima though. The smaller turbo makes the boost never too far away for motorway driving it is very good. I plan to intercool it and then to tweak the pump to around the 130bhp mark and then leave it - although maybe a boost valve could appear also so I can outrun a few modern diesels!
The car is currently boosting at 12psi and has had the slightest max fuel screw tweak as it was running a bit lean.
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